Power transmission



1938. V o. E.I'- 'ISH BURN ET AL 2,127,353

' POWER TRAfi'sMIssIoN Filed Dec. 17, 1934 4 Sheets-Sheet 1 INVENTORS.

Herieri Flefiler'sav,

ATTORNEYS.

Aug. 16, 1938. o. E. FISHBURN ET AL POWER TRANSMISS I ON 4 Sheets-Sheet 2 Filed Dec. 17, 1934 lIIIlIIIIvUI-J INVENTORS.

ATTORNEYS.

Aug. 16, 1938. 0. El FIsHBUR El AL I 2,127,353

POWER TRANSMISSION Filed Dec. 17, 1934, 4 Sheets-Sheet 5 INVENTORS. Ofia .5. 7261;)773 Herfari 77 7"aicrso g ATTORNEY-5.

Aug. 16,. 1,938. o. E. FISHBURN El AL 2,127,353

POWER TRANSMISSION Filed Dec. 17:, 1934 4 Sheets-Shget 4 E. .1. E.- E 5 INVENTORG.

0250 Z. F'a'sii 44 f-vzu'a A TTORNEYS.

patented Aug. 15, 1938 UNITED STATES PATENT OFFICE POWER TRANSMISSION Application December 17, 1934, Serial No. 757,748

23 Claims.

This invention relates to driving mechanisms and refers more particularly, in one embodiment thereof, to improvements in driving mechanisms for motor cars or vehicles, especially where it is desired to vary the driving speed ratio between the vehicle engine or prime mover and the propelling ground wheels.

One object of our invention resides in the provision of an improved driving mechanism adapted, under predetermined desired conditions, to automatically effect the drive for the vehicle. Our driving mechanism is preferably adapted for use in connection with a speed ratio changing transmission and is adapted to establish an auxiliary driving'speed ratio for the vehicle, such as an overdrive ratio, for example.

A further object of our invention resides in the provision of an improved driving or speed ratio changing mechanism adapted to automatically respond in its actuation to predetermined desired conditions of operation of the vehicle. Thus, by

' way of example, we have provided an overdrive which, is automatically effective in an improved manner whenthe vehicle attains a predetermined speed. so that, on reaching this critical speed, the overdrive becomes elfective and on falling below this critical speed the overdrive be-' comes ineffective.

Another object of our invention is to improve and simplify the cooling of the gear driving mechanism employed in our overdriving mechanism. Thus, we have provided a lubricating oil reservoir with means for circulating the oil between the reservoir and overdrive mechanism. More particularly, we preferably utilize the transmission mechanism, which may have its speed changing gears manually controlled, for effecting a circulation of oil in conjunction with the overdrive mechanism between the casings of the transmission and overdrive mechanisms.

Further objects of our invention are to provide an improved casing structure for the transmission and overdrive mechanism; to simplify and lessen the manufacturing cost of the driving mechanism commensurate with the improvements obtained by our invention; to simplify and improve the alignment of parts of the driving mechanism; and to protect the operating parts of the mechanism from damage due to foreign particles which may flnd their way into the mechanism. Other important objects of our, invention are to provide improvements-in the controls of the overdriving mechanism. This mechanism, ac-,

cording to the present embodiment of our invention, includes an overrunning clutch for permitting synchronization in the speeds of the operating structures of an automatic centrifugal clutch for effecting an automatic control of the overdrive gear train in a. manner which is smooth and positive in its operative response to motor vehicle driving speeds. It is desirable to'provide manually controlled mechanism for locking out the overrunning clutch and our invention provides improvements in the manual control of this clutch. Furthermore; our invention has among its objects to provide improved controlling mechanism for the automatic clutch and the overrunning clutch, such mechanism being easily shifted and protected in an improved manner against operations .tending to damage the parts of .the mechanism; to provide an improved manual control for the overrunning clutch combined with a reverse control mechanism and operable independently; thereof; and to provide improvements in the drive between the manually operable control clutch and the overdrive automatic and overunning clutches whereby the op-- 'eration of the manual clutch is facilitated.

Further objects and advantages of our inven tion will be more apparent from the following illustrative embodiment of the principles of our invention, reference being had to the accompanying drawings in which: Fig. 1 is a sectional elevational. view through the driving mechanism including the transmission and overdrive mechanism.

Fig. 2 is a partial top plan view of the driving mechanism with parts of the casing structure broken away, the view being taken as indicated by the'line 2--2 of Fig. 1.

Fig. 3 is a side elevational view of a portion of the mechanism shown in Fig. 2.

Fig. 4 is ,a transverse sectional elevational view taken as indicated by the line 4-4 of Fig. 2.

Fig. 5 is a detail sectional view of a portion of the manual control mechanism taken as indicated by the line 5-5 of Fig. 4.

Fig. 6 is a sectional view through a portion of the overrunning clutch taken as indicated by lin 8-8 of Fig. 1.

Fig. 7 is a sectional elevational view along line 1-1 of Fig. 1 showing the automatic clutch in its engaged position.

' Fig. 8 is a sectional view of the clutch illustrated in Fig. 7, the section being taken along line 8-8 of Fig. '7.

Fig. 9 is a detail sectional elevational view of oil circulating means.

Figs. 12 and 13 are detail views taken respectively along'lines I2I2 and I3-I3 of Fig. 11.

Fig. 14 is a detail sectional I4--I4 of Fig. 13.

Fig. 15 is a further detail sectional view along the line I5-I5 of Fig. 11. I

In the drawings'we have illustrated our driving mechanism A interposed between a speed view along line ratio changing transmission B and the driven shaft I0, the latter extending rearwardly to drive the rear wheels (not shown) of the motor car or vehicle in the usual well-known manner, it being understood that we have elected to show our invention in association with a motor vehicle drive although our invention in its broader aspects is not necessarily limited thereto. Furthermore, our driving mechanism may be used to advantage at various other points in the line of general power transmission between the vehicle engine and the driven wheels, or between driving and driven means such as shafts of other types of devices.

The transmission B may be of any suitable type such as the conventional. selector type operated in the well-known manner through usual selector controls whereby the various adjustments may be made to the transmission in order to provide the speed ratios in the line of drive through the transmission.

In order to realize certain advantages of our invention in a very simple manner, as will be more apparent hereinafter, we preferably provide a transmission B of the type having helical gears so that the helices, in addition to providing well known advantages in the transmission art, provide further functions of pumping and circulating the lubricant in a novel manner in connection with the driving mechanism as a whole. Thus, as will be later described in greater detail, the helical gears are preferably so arranged that they pump lubricant for transmission B into the overdrive casing portion A without requiring an added pump.

The power coming from the usual engine or other prime mover (not shown) which may be located forwardly of the transmission B drives the transmission from the engine drive shaft II and the power is taken from this transmission by a power driving means or shaft I4 having a forward piloting end rotatable in a bear- N ing I5, the shaft having a reduced portion I9 extending rearwardly into the portion of casing which contains the driving mechanism A. The

drive shaft I4 slidably and loosely receives av collar 20 having an annular groove 2I, this collar having a rearward sleeve portion I6 terminating in a reduced splined hub portion I! which slidably engages corresponding splines I8 formed exteriorly of the reduced shaft portion I9. The hub I1 provides a clutch shiftable along splines I8 by the collar 20 as will be presently apparent.

The parts of transmission 13 will be only briefly described as follows. The casing provides a bearing B for the shaft II, the latter having a rearward hollow portion receiving the aforesaid bearing I5 and the piloted forward end of shaft I4. The rear portion of shaft II is provided with a gear B in constant mesh with a gear B of the usual countershaft B, the latter having second speed gear B low speed gear B and reverse gear 3 Journalled on shaft I4 is the second speed gear B in constant mesh with gear B a shiftable clutch B being selectively engageable with clutch teeth 3 and B to provide direct and second speed drives from shaft I I to shaft I4 as will be readily understood. The clutch B is illustrated as having the synchronizing member B of known construction and operation. A shift lever B is manually rocked on pivot B in the usual manner to shift the rails B the latter having fingers B and B respectively engaging clutches B and the low speed and reverse gear I2. Gear I2 is slidable on the helical splines B of shaft l4 to selectively engage low speed gear B or the reverse idler I3 which is in constant mesh with gear B It will be noted that the transmission gears have inclined or helical teeth, the teeth being inclined in relation to the direction of rotation of the gears to pump lubricant from the transmission reservoir B" to the overdrive casing 13 as will be presently more apparent.

The driven shaft I0 extends forwardly in bearrelatively slowed down with respect to their I normal speed of actuation for a given speed of vehicle travel. A may be rearranged to provide an underdrive instead of an overdrive, although we prefer to arrange the gearing for an overdrive of the driven shaft I0.

We preferably incorporate in our driving mechanism as a part of the primary driving means betweendriving shaft I4 and driven shaft I0, an overrunning or free wheeling clutch D best shown in Figs. 1 and 6. This clutch may in itself be of any suitable. form, the illustration-showing a conventional device in which the inner cam member 28 is driven by internal teeth 29 engaged by the aforesaid teeth I8 of the reduced portion I9 of shaft II. A ring I8 prevents rearward displacement of cam 28. The inner cam member 28 has cam faces 32 engaged by cylinders 33 so that by the driving rotation of shaft I4, the high sides of cam faces 32 will wedge the cylinders 33 between cam member 28 and the outer cylindrical driven member 34 of the overrunning clutch to establish a direct drive thereto. The usual spacers 35 maintain the cylinders 33 in spaced posi-, tion, and since the driven free wheeling part 34 is a forward extension of driven shaft I0 as shown in Fig. 1, it will be apparent that whenever the engine or driving shaft I4 slows down, the vehicle and driven shaft I0 may, by

If desired, the mechanism' reason of the clutch D overrun the driving shaft, other conditions permitting such action as will be presently apparent.

A hearing 26 is provided between the inner and outer portions 28 and 34 of the clutch D forwardly of rollers 33. Forwardly of bearing 26 the clutch portion 34 has an inner annular extension provided with an annular series of internal clutch teeth or jaws 36 complementary to external teeth 30 of the shiftable clutch H, the teeth 35 and 30 being adapted to interengage when the sleeve I6 is shifted rearwardly as will be presently apparent.

Referring now to the auxiliary driving gearing, we have illustrated this gearing as a planetary gearing although if desired other forms of gearing may be employed. In the illustrated embodiment and referring particularly to Fig. l, the planetary gearing comprises a sun gear 31 fixed in a novel manner hereinafter further described to the transverse wall 40 between transmission B and the overdrive mechanism A, the shaft l9 and shiftable sleeve l6 freely rotating within this sun gear. A planet carrier is provided with axially spaced rings 4!, 42 connected at circumferentially spaced intervals by the tie members 43, the planetary carrier rings 4|, 42 being maintained in spaced relationship by sleeves 44 respectively carried by the tie members 43. In Fig. 1, we have illustrated one of these tie members 43 and associated sleeve 44.

Spaced circumferentially between the tie members 43 and the planet gear shafts 45 supported by the rings M, 42 and journaled by a bearing 4% on each of the shafts 45 are the planetary gear pinions ll meshing with the aforesaid sun gear 3i. The planetary gears 47 also mesh with an internal gear 38 carried by a cylindrical sleeve is which projects forwardly from the outer member 34 of the free wheeling clutch D. The sleeve 19 may be formed as a part of the member 34 or may be rigidly connected thereto as by fasteners 50 shown in Fig. 1. The sleeve 49 has its axis concentric with the axis of shaft Hi.

Our clutch C, best shown in Figs. '7, 8 and 10, preferably of the automatic type, has its centrifugally actuated pawls or dogs 5i carried by a pawl cage 52 which has an annular series of internal clutch teeth 53 slidably engaging the teeth 39 of the clutch ll preferably continuously for both the forward and rearward positions of clutch ll as shown in Figs. 1 and 9.

The companion cooperating clutch member of the automatic clutch C is provided by a cylindrical shell or sleeve 56 having an annular series of spaced pawl receiving slots or openings 55, the shell 55 having an inwardly extending forwardly located plate or flange 56 receiving the rearwardly extending ends theplanetary gear shafts 45 whereby the shell A is driven by the planetary gears 47. Further details of the clutch C will be described hereinafter.

The aforesaid annular groove H of collar 29 is engaged by a yoke 5'1, a portion of which is shown in Fig. 1, this yoke extending laterally through an arm 58 as seen in Fig. 2. The arm 58 is provided with a hollow hub 59 having a forward end slidably receiving the reduced portion 50 of the rod 61, the latter having its forward end slidable in the casing bore 52. The rear end of hub 59 slidably receives an abutment sleeve 63 secured against rearward displacement along rod portion 69 by a screw 64 threaded in the rod. Acting between sleeve 63 and the forward end of hub 59 is a spring 65 reacting against the sleeve and urging hub 59 forwardly againstthe shoulder 66 of rod 6|.

The rod 6| has slots 6'! receiving the upwardly extending forks 68 of a lever 68 rotatably journalled by a lateral shaft 68 which projects outwardly through the casing to receive the lever 68 having its lower end connected to an actuating linkage such as a Bowden wire 68 Lever 68 is slotted at lit to receive a screw 68 to limit the swinging movement of the lever about its shaft 68 The lever 68 has a downwardly extending lever arm 68 (see Fig. 5). provided with a socket engaged by ball 68 This ball is a part of plunger 68 slidably mounted in the upwardly opening cylinder 68 mounted for oscillation on a shaft (i8 (see Fig. 4). A spring 68 acts between plunger I58 and cylinder 68 and in the Fig. 5 position tends to hold the rod 6| in its forward position illustrated. When lever 68 is actuated to swing lever 68 toward the dotted line position, the angle between the plunger and cylinder is reversed and spring 68 then urges rod 6i rearwardly. Rod BI is also held forwardly by a manually operable device in addition to the action of' spring 68 as will be presently apparent.

The aforesaid collar 20 extends into the path of movement of the gear I2 when the latter is moved rearwardly for engagement with the reverse idler gear l3 as aforesaid. The arrangement is such that when the gear i2 is shifted into engagement with gear l3 for establishing the reverse drive, provided that the mechanism is set to properly efiect reverse as will be presently apparent, collar 2!? will be engaged toward the latter part of the movement of gear l2 so as to move the collar together with the hub 59 rearwardly or to the right as viewed in Fig. 2, thereby shifting the sleeve iii and clutch ll rearward- 1y to engage teeth 3%, 36 to lock out or render the overrunning clutch D inelfective by providing a two-way drive between shafts i l and it. During the aforesaid rearward shifting movement of hub 59, spring 65 will be compressed so that on release or forward movement of the gear ill, the parts will be restored to the positions thereof illustrated in Fig. 2 provided, however, that other controls for the shiftable parts are positioned to accommodate such return movement as will be presently apparent. When hub 59 moves rearwardly, as aforesaid, rod lil is maintained against rearward movement by spring 53 acting in the position shown by the full lines in Fig. 5. Hub 59 thus slides rearwardly on rod portion Eli andsleeve 63.

In addition to the aforesaid manually operated means for shifting the position of clutch ill in response to a setting of the reverse gearing of transmission B, we have also provided a further manually controlled means for shifting the clutch H, at times when permitted by our improved controlling means, independently of the movement thereof under the influence of the reverse setting of the transmission. To this end, the aforesaid Bowden wire 68 as diagrammatically illustrated in Fig. 3 extends for convenient manipulation by the vehicle driver, such position being indicated by the usual dash 69 which mounts a handle or knob connected to the other end of the Bowden wire 68 The handle ID is adapted for movement.

by the hand of the vehicle driver, this handle being guided from its position illustrated in Fig. 3' to a position in spaced relationship from dash 69, in which extended position the guide portion llof the handle registers a notch 12 thereof with spring pressed plunger 13 carried by a guide block 14.

The plunger 13 and the notches l2 and 15 engageable therewith cooperate to advise the operator of the proper positioning of handle 19 for effecting the desired movement of the shiftable sleeve Hi and clutch ll. Furthermore, the plunger 13 when in the Fig. 3 position assists spring 58 in holding rod 6| fixed against rearward movement when clutch i1 is moved rearwardly by the reverse gear i2 as aforesaid. In Fig. 3 it will be noted that the plunger 13 is illustrated in engagement with the notch 15 and in this position spring 65 is acting to move the clutch I'l forwardly or to the position illustrated in Fig. 1. In this position the teeth 39 of clutch I! are free from engagement with the teeth35 of the outer free wheeling clutch member 34.

It will be noted that when handle i9 is pulled outwardly from dash 59, lever arm 68 will move cylinder 88 and plunger 88 to the dotted line position, spring 58 acts rearwardly on rod 6| as soon as the angle of the cylinder and plunger reverses, the spring 68 acting on rod GI and hub 59 to shift sleeve l6 and clutch H to engage teeth 36 and 39, this shifting movement of the clutch under control of the handle 19 and under power of spring 98 being independently of a 'similar clutch shifting movement under the influence of reverse gear l2. When hub 59 is thus moved rearwardly the spring 65-.is not further compressed since hub 59 engages shoulder 66. Rod 8|, hub 59, spring 65 and sleeve 63 thus move as a unit. The manual control is thus made with very little effort required. In returning handle 19, the spring 68 snaps past its center line position and then acts to move rod 8| forwardly to restore clutch l1 to the-Fig. 1 position, rod acting through spring 55 against hub 59. Our mechanism is also of advantage in holding clutch I! in its positions of shift against undesired displacements. It will be apparent that when gear I 2 is shifted to engage the reverse gear l3, such movement is effective to shift the clutch l1 rearwardly into engagement with teeth 36 as aforesaid, hub 59 separating from its otherwise normally engaging position against shoulder 55. .W'hen the clutch H is shifted rearwardly by engagement. of notch 12 with ball 13, the clutch /device will be maintained in theaforesaid shifted position until the handle is restored to the position illustrated in Fig.3 whereupon spring 58 will act to restore the clutch to its position illustrated .in Fig. 1.

Referring now to the details of the clutch C which is preferably of the automatic type, one embodiment thereof being best illustrated in Figs. 7, 8 and 10, the pawl cage'52 is provided with diametrically arranged pairs of lateral extensions or pawl guides 16 and 11. Extensions have pawl engaging faces 18 and extensions 11 have similar bearing faces 19. Fitting within shell 54 are a pair of the said pawls 5|, each having a face in sliding engagement with a face 18 of extension 16 and each extending generally inwardly of the pawl carrying cage. Thus, each pawl is formed with a yoke portion 80 normally seated on an extension 11, each yoke portion having a guide counterbalancing portion 9| siidable intermediate a face 19 and the sides of the other pawl opposite the sides thereof in engagement with the face 18.

The face or side of each pawl 5| which slides against a face 18 has been designated by reference character 82 and this side of the pawl may be referred to as the coast side. The opposite side or face of each pawl 5| is indicated at 83 in sliding contact with the face 84 of the guide portion 8| of the other associated pawl. The drive side or face of each pawl 5| is indicated at 85 and it will be noted that this side 85 is offset from the side 83. Each pawl 5| has an outer cam face 85, it being noted that the drive side is spaced somewhat farther from the inner surface of shell 54 than the spacing of the outer extremity of the coast side 82, when the clutch C is disengaged as shown in Fig. 10,so that the cam face 86 may be said to extend forwardly and radially inwardly of the direction of rotation of the clutch as indicated by the arrow 81 in Fig. '7. It will be noted that with the pawls-5| positioned as illustrated in Fig. 10, the cam face 86 at its highest point at the outer extremity of the coast side 82, has a small clearance with the inner surface of the slot carrying shell 54.

In order to normally urge the pawls 5| inwardly of the pawl cage 52 to position the parts as shown in Fig. 10, primaryyielding means such as springs 89 are provided, each spring acting on the head 98 of ascrew bolt 9| 'threadedly engaging suitable openings in extensions", the ,yoke'portions 80 being also provided with suitable openings so as to slidably receive the respective bolts 9| and springs 89 cooperating therewith. Thus, the heads 90 of bolts 9| provide adjustable abutments for the compression of springs 89, these springs respectively acting at their operating ends on the yoke portions 80 of the pawls.

In order to provide a latching or locking action to correlate the manual operation of the shifting clutch H with the operation of clutch C, we preferably provide each pawl 5| with a projection or finger 92, adjacent the circular recessed portion 93 of the yoke portion 89 so that when clutch C is disengaged,'as in Fig. 10, with the clutch moved to lock out position of Fig. 9, the circular recess 93 of each pawl will fit around. the main or large diameter part of sleeve 6 and thereby prevent the pawls 5| from moving outwardly. Sleeve l6 has an annular groove 94 at the forward reduced clutch forming end I! thereof, this groove being bounded axially by teeth 39 and a shoulder 95 so that when sleeve 6 is in the Fig. 1 position, the pawls may move outwardly to engage clutch C, the projections 92 being carried into groove 94. However, with clutch C so engaged, the sleevel6 and clutch I! cannot be shifted rearwardly because of shoulder 95 engaging the projections 92. Disengagement of clutch C moves projections 92 clear of groove 94, then permitting rearward shifting of clutch I! by handle 19 or else by operation of the aforesaid reversing'mechanism.

.It will be noted that shifting of sleeve I5 is rendered very easy and without binding since our drive from shaft H to teeth 53 and 39 is not taken axially along sleeve. l6 but merely through the forward end hub or clutching part I! constituting a direct radial drive therethrough.

The shell 54 has the aforesaid plurality of circumferentially spaced pawl receiving slots or openings 55 suitably spaced so that diametrically arranged pairs of slots will simultaneously register with the pawls 5| to receive said pawls under conditions hereinafter more apparent.

The threaded ends of screw bolts 9| permit adjustment of the springs 89 when the heads 99 of these bolts are registered with one of the slots 55 of shell 54, it being understood that the sleeve 49 and outer casing may have one or more aligned opemngs adapted for alignment with one of the ing toward a face 84 of the associated counterbalancing guide portion 8| of the other pawl, each pocket 96 receiving secondary yielding means which may be in the form of a spring 91. Each spring 9'! acts on a ball 98 movably housed within opening 96 adjacent the other end thereof. Each face 84 is provided with an inner ball receiving detent 99 and an outer ball receiving detent I00. Where it is desired to provide the outer detent I as well as the inner detent 99, these cooperating pairs of detents are spaced apart a distance equal to twice the radial or outward movement of each pawl it being noted that when the pawls move outwardly together, the pawl 5| and associated guide 8I of the other pawl move in opposite directions and to the same extent. Ihe purpose among other things of the detents 98 and I00 is to control the movement ofthe pawls so that they will quickly move outwardly and inwardly without hunting" tendency.

In the operation of our improved driving mechanism, as thus far described, let it be presumed that the motor vehicle is being driven by the engine forwardly in direct drive with the clutch device I I in the Fig. 1 position but at a speed below that necessary for the centrifugal force-to overcome the resistance of springs 89 and detents 93 Under such conditions of normal drive, the drive shaft Hi provides a one-way direct drive to driven shaft I 0 through the medium of the overrunning clutch D. During such drive the pawls 5! will be driven at the speed of drive shaft Id and the slots 55 will be driven from the driven shaft id but at a slower speed by reason of the gear train provided by the planetary gearing 48, 41 and. 31.

The pawl springs 89 and detents 88 may be se lected and adjusted for any desired speed of automatic engagement by clutch C for the overdrive and for purposes of illustration let it be presumed that this setting is such that the critical speed of engagement of clutch C takes place for approximately 45 miles per hour of vehicle travel. With the pawls driven from the engine, as illustrated, these pawls will be set so that they will be projected at a speed of the drive shaft such that when the engine is momentarily throttled down by a momentary release of the usual accelerator pedal, the speed of the slots 55 will remain approximately the same (assuming the vehicle does not perceptibly slow down during the overrunning action) and if such slot speed corresponded to 45 miles per hour or more of vehicle travel then when the pawls, on slowing down, synchronize in speed with the slots, the pawls will project into the slots to effect a smooth positive engagement of clutch C. As soon as engagement of clutch C takes place the drive from shaft It to shaft I0 is through the clutch C and planetary gearing to drive shaft III at a greater speed relative to driving shaft I 4. At such time the overrunning clutch D is rendered automatically inoperative for any drive therethroughas soon as clutch C engages the overrunning clutch portion 34 rotating faster than the inner cam portion 28 but in the same direction.

During the time that the drive shaft I4 is being slowed down as aforesaid to effect eng ment of the clutch C at or above the critical speed. thereof, the pawls go faster than the slots,

the pawl cam faces 86 smoothly letting the pawlspass the slots. The pawls will pass the slots until the speeds of the pawls and slots synchronize, at which time the pawls move outwardly to engage the pawl coast-faces 82 in the coast sides of the slots. On speeding up the engine, the pawl drive faces 85 then drive the engaged drive sides of the slots for the overdrive condition, the outer detents I00 being then engaged by ball 98.

On deceleration of the vehicle below the critical speed of clutch C as determined by the outer detents I00, the pawls are retracted by springs 89 and the drive then is automatically restored to a one-way drive through clutch D as before.

Whenever clutch device I! is positioned as in Fig. 1, the automatic overdrive may take place and when clutch C engages, the pawl projections 92 lock the sleeve it against rearward shifting of the clutch H to lock-out position for clutch D. At any time that clutch C is disengaged and. the driver desires a direct two-way drive without free-wheeling, he may shift clutch I'I into engagement with teeth 38 whereupon the drive shaft will drive the driven shaft directly. In

such position pawls 5i cannot move outwardly since the recesses 93 fit aroundsleeve i6 as shown in Figs. 9 and 10. Furthermore, it will be noted that our clutch I1 is adapted for shifting without way drive through clutch D, it being understood that when driving in the lock out position of clutch H the pawls cannot fly out even when the rotation of the pawl cage is above the critical speed owing to the pawl recesses 93 fitting around sleeve I6.

The clutch I! may also be shifted to the lock out position by the manual reversing mechanism including the rearward slidable reverse gear I2 as aforesaid.

When in direct two-way drive, as when clutch I? is in the Fig. 9 position, the clutch H is restored to the Fig. 1 position either by the hand operated member 10 or else by returning the reversing mechanism to a forward drive or to neutral. If desired, the pawls 5| may be driven from the driven shaft and the slots driven from the driving shaft as will be readily apparent. The principles of such an arrangement are disclosed in the copending applications of Walter F. Ploetz Serial No. 707,052 and George L. McCain Serial No. 707,076 both flied January 19, 1934. other changes in the illustrated mechanism may also be made as desired without departingfrom the spirit and scope of our invention as defined bythe appended claims.

We will now describe our improved lubricating and cooling system for the power driving mechanism.

While we have illustrated the coaxial shafts I I, I4 and 10 as extending horizontally in Fig. 1, it is generally desirable according to present common practice to slightly incline theengine rearwardly and downwardly and our power driving mechanism is intended .to be likewise inclined when installed in the motor vehicle. Thus, when so installed the normally horizontal line IOI indicates the normal rearward and downward inclination of the entire power driving mechanism as will be readily understood.

The transmission reservoir B contains the usual supply of lubricant and at the rear of the transmission casing the reverse gears B and I3 have their teeth so inclined that they pump the lubricant continuously from the reservoir B rearwardly by throwing the lubricant from the periphery of the gears toward the aforesaid transverse partition wall 40. In the path of the lubricant thus thrown toward wall 40, the latter has an opening I02 therethrough (see Fig. 11) whereby the lubricant is continuously supplied to the reservoir B of the overdrive mechanism A. A shelf or bafile I03 is located near the bottom of opening I02 to assist in the transfer of the lubricant by catching and guiding some of the lubricant falling on the baiiie.

The lubricant thus introduced to the rear of wall 40 collects in the reservoir 13 and is pumped or circulated therefrom through the overdrive mechanism by the following illustrative means.

The casing I04, of which reservoir B is a part, is

cylindrical and has a series of lubricant guide bailles I05, I06 and I01 spaced circumferentially thereof, these bailies being of varying height, viz. the dimension toward the rotary cylinder 49, to locate their inner edges closely adjacent the cylinder, the latter being eccentric with respect to casing I04 as shown in Fig. 11. The axis of cylinder 49 is preferably vertically above that of casing I04 to provide a space at the bottom of the casing for the reservoir 13 With cylinder 49 rotating counterclockwise as viewed in Fig. 11, the cylinder 49 picks up the lubricant from reservoir 13 and a portion thereof is thrown against 'bailie I which, as shown in Fig. 1, inclines forwardly and upwardly to guide the lubricant to an opening I08 in the wall 40. Thus, a portion of the lubricant is returned from reservoir B" directly to reservoir B" tending to maintain a uniform level of lubricant in these reservoirs and to also circulate the lubricant for cooling purposes as will be presently apparent.

A portion of the lubricant which escapes baiile I05 is carried by cylinder 49 and thrown off toward baiile I06, a remaining part which escapes baflle I06 being carried around by the cylinder for discharge against baflle I01.

The baille I06 likewise slopes forwardly and upwardly to discharge lubricant guided thereby forwardly to a vertical passage'l09 inwall 40, this passage being open only downwardly for lubricant discharge and rearwardly for lubricant entry. I

The aforesaid sun gear 31 has a forward hub IIO (see Fig. 12) adapted to journal the forward end of cylinder 49. Thus, hub H0 has a bearing member III journalling the hub I I2 of the spider H3 ,held for rotation with cylinder 49 between shoulder H4 and the abutment ring H5. The sun gear hub H0 has a forward and upward annulus I I6 terminating outwardly in the peripheral teeth II1 which engage corresponding teeth I I8 to form a central opening in wall 40 through which shaft I4 and sleeve I6 project. The wall opening has a shoulder II9 against which the annulus H6 bears to limit forward movement of the sun gear 31, the latter being held fixed by the engaged teeth H1 and H8.

Riveted to the front face of annulus H6 is a stamped annular plate I- which, inwardly of passage I09 at the section-shown in Fig. 12, has a forwardly deflected portion l2l cooperating with a radial passage I22 in annulus II6 to form an inwardly extending passage for lubricant discharged from passage I09.

Secured by screw bolts I23 to the rear face of wall 40 is a stamped annular plate I24 which is flat except at sections I2I2 and I 5--I5. The inner edge of plate I24 is flared at I25 rearwardly and is spaced from hub II2 to provide an annular lubricant passage I 26 in continuous communication with passage I22. At section I2I2 opposite passage I09 plate I24 is flared rearwardly'at I21 to provide a funnel-like lubricant entry between passages I09 and I2 so as to catch the lubricant from passage I09 and conduct same downwardly for discharge rearwardly from passage I26 and form a further conduit or passage I28 at the lower end of annulus H6. The plates I24 and I 20 thus provide rear and front walls for the annulus passage I22. The rotating spider II3 has a plurality of spaced passages I29 therethrough for periodic and successive registration with conduit I26 whereby lubricant is discharged therethrough to the axial passages I30 in the planetary shafts 45. The outer walls of spider passages I29 are flared rearwardly and outwardly at I3I, the forward ends thereof overlying the flare I25 to emciently conduct the lubricant'and, by reason of the centrifugal force acting on the lubricant at passages I29, a suction is created tending to forcibly withdraw the lubricant from annular passage I26.

Secured to the planet shafts 45 is a lubricant passage forming plate I32 having a forwardly bent lower annular flange I33 adapted to overlap the rear edges of the flares I3I closely adjacent thereto as the spider passages I 29 rotate relative to the rotating planet shafts 45. In order to secure plate I32 with shafts 45, the latter receive pins I34 which project outwardly into a ring I35, the plate I32 having its outer edge spun around a forward shoulder I36 of ring I35. The shaft passages I30 have a radial passage I31 for supplying lubricant to bearings 46 and rear outlets I30 for supplying lubricant to the movable parts of clutch C. The lubricant at bearings 46 and such lubricant as may pass between flange I33 and flares I 3| will reach the planetary gearing for lubricating same.

Thus, inoperation, the bailie I06 picks up and deflects the lubricant thrown by centrifugal force from cylinder 49, conducting the lubricant through stationary conduits or passages I09, I22, I26 and I28. The lubricant discharged at I26 periodically enters the planet shaft passages I30 to lubricate the various parts of the planetary gearing and automatic clutch C while the lubricant discharged at I 26 lubricates the bearing of spider 3, working rearwardly to sun gear 31 The lubrication is by force, being under the pressure of the centrifugal action caused by rotation of cylinder 49.

Referring now to Figs. 1, 5 and 15, the baiile I01 slopes forwardly and downwardly. In Fig. 1 this baiiie is in front of the section but baffle I01 is shown in construction lines to indicate its slope. Thus, bafile I 01 is sloped oppositely with respect to baiiles I05 and I06 since it is on the downward rotational side of cylinder 49 as viewed in Fig. .11, the slope of baiile I01 also utilizing the force of gravity to conduct the lubricant forwardly to a system of passages shown in Fig. 15

whic is verysimilar in construction and purpose to the passages of Fig. 12. Corresponding parts are indicated with primed reference numerals and will only be briefly referred to since the operation and structure will be apparent from the foregoing description of the Fig. 12 parts.

Thus, bafile I0! supplies lubricant forwardly to passage I09, thence downwardly through annulus passage I22, plate I2Il being flat since the passage I28 of Fig. 12 is omitted. Plate I24 is likewise flared at I21 and the top of the flare has a notch I39 to accommodate rear movement of the rear end of rod BI and sleeve 63 when displaced by knob ID as aforesaid. The sleeve C3 thus slides in opening I to permit rod 61 to project across passage I09 and beyond notch I39 without interference. Lubricant ejected at I26 also periodically passes through spider passages I29 for the same purpose as in the Fig. 12 description.

With the view of supplementing the aforesaid supply of lubricant to passage I22 of the sun gear annulus IIB,'we have provided means for catching a portion of the lubricant thrown from the transmission gears and draining such lubricant under gravity feed to the passage I22. This is best shown in Figs. 11, 13 and 14 wherein an upwardly opening trough I II projects forwardly from an opening I42 in wall 40 above and to one side of gears B I2, I3, these gears rotating to throw lubricant therefrom into trough Ml, the curved wall I43 thereof deflecting the lubricant into the trough. This trough, when the transmission is tilted rearwardly as aforesaid, drains lubricant which flows rearwardly through 'openingHlZ and downwardly through annulus passage Md closed rearwardly by the bulged part I45 of plate i2 l, passage I l l cornmunicating with passage I 22 by a passage Hit.

The trough MI is supported forwardly by an arm Ml thereof which is secured by fastener 38 between the transverse casing bridge I id and the channel I St. The bridge I49 is grooved to slidably accommodate the shifter'rails B one groove being shown at I5! in Fig. 14. Bridge Mill and channel I5ii thus prevent vertical displacement of the shifter rails. A sheet metal cover it? removably closes the top of the transmission.

Where the automatic clutch C is set to engage at relatively high vehicle travelling speed, such, as referred to hereinbefore, it will be apparent that when the overdrive mechanism becomes active as a drive, the transmission B will ordinarily be in direct drive so that there is no loading of the transmission gears. The heat thus generated in the overdrive mechanism A is dissipated by the circulation of the lubricant to the transmission B, the latter acting as a cooling reservoir. When the transmission B isdriving through a pair of its reduction gears, the oven drive mechanism A is running light, viz. there is no vehicle power drive through the planetary gearing.

By reason of our invention, the alignment of the various shafts and rotatable assemblies is made more accurate, easier to manufacture and casting.

shaft I8 being free of the sun gear 3"! but coaxial therewith, provides a space for the shiftable sleeve I6, simplifying the control for the clutches C and D. The casing for transmission B and overdrive mechanism A is preferably unitary including the wall 40, this unitary casing providing the bearing B, the sun gear and cylinder support at teeth H8, the rear cover I53 providing the bearing 22 for supporting the rear portion of driven shaft Id.

As a further feature of our invention, we have provided means for freeing any foreign particles from collecting in the overdrive mechanism where they might otherwise injure the working parts. Thus, the flange Hid which connects clutch member 35 and cylinder M has a plurality of radial passages I55 between screw bolts 50, these passages opening inwardly to the radial passages or spaces I56 of an annular corrugated stamped plate I517. The plate passages 1156 open inwardly just rearwardly of teeth 36 so that any chips or other foreign particles tending to accumulate at the teeth 3%, 3t, 53 and along shaft I l will pass outwardly by centrifugal force and with the flow of the circulating lubricant through passages I56 and IE5 to accumulate harmlessly in the reservoir B The plate it?! provides a rear wall for the passages iizt thereby protecting bearing 26 from foreign particles con-= ducted outwardly through the forwardly extending hollow portion of the driven shaft. The in- I per edge of plate i5? is deflected at ltd toward the side of cam it to further protect bearing 2% from foreign particles, these particles being guided by edge ltd outwardly into passages llit'i.

As will be noted in Fig. l, the bailies M5, 6% and it?! preferably terminate rearwardly short of the plane of passages ltd so that foreign particles discharged therefrom do not lodge on these baffles since otherwise they might be car- 'ried by the lubricant into the lubricant circulating system for the overdrive mechanism.

As a further feature of our invention, it will be noted that according to the preferred embodiment of our invention as illustrated, the casing structures for the transmission B and overdrive mechanism A inclu ing the transverse wall 39 are preferably integrally formed as by a unitary This has the advantage of increasing the heat transfer between the casing structures thereby adding to the efficiency of the lubrication cooling system. The fiat walls of the transmission casing structure provide large cooling surfaces for efficiently cooling the oil heated by the transmission and overdrive mechanism, the oil being continuously thrown to said walls by the transmission gears. A further advantage of our unitary casing structure resides in providing and maintaining accurate alignment of the various shafts associated with the transmission and overdrive whereby springing or misalignment of "the shafts is avoided and the mechanisms operate with an improved quietness and long life.

We claim:

In a power transmission mechanism, a drive shaft, a driven shaft, means including a shiftable clutch device having a sleeve surrounding and driven by one of said shafts and adapted to provide a direct two-way drive between said shafts, means including a gear train for driving said driven shaft from said drive shaft at a speed ratio different from said direct drive, said speed ratio driving means including driving and driven members respectively adapted for driving connection with said shafts, said speed ratio driving means further including relatively movable clutching shaft, a driven shaft, means including a shiftable clutch device having a sleeve surrounding and driven by one of said shafts and adapted to provide a direct two-way drive between said shafts, means including a gear train for driving said driven shaft from said drive shaft at a speed ratio different from said direct drive, said. speed ratio driving means including driving and driven members respectively adapted for driving connection with said shafts, said speed ratio driving means further including relatively movable clutching structures adapted when engaged to provide a drive through said gear train, manually operable means acting on said sleeve for selectively shifting said clutch device relative to said sleeve driving shaft into positions providing said direct drive and providing a drive to one of said speed ratio members, and means acting to releasably lock said clutch structures against relative clutching movement while said clutch device is in said position for providing said direct drive.

In a power transmission mechanism, a drive shaft, a driven shaft, means including a shiftable clutch device having a sleeve surrounding and driven by one of said shafts and adapted to pro- 'vide a direct drive between said. shafts, means including a gear train for driving said driven shaft from said drive shaft at'a speed ratio different from said direct drive, said speed ratio driving means including driving and driven members respectively adapted for driving connection with said shafts, said speed ratio driving means further including relatively movable clutching structures adapted when engaged to provide a drive through said gear train, manually operable means acting on said sleeve for selectively shifting said clutch device into positions providing said direct drive and providing a drive to one of said speed ratio members, and means responsive to engagement of said clutch members to releasably lock said manually operable means against operation to shift said clutch device relative to said sleeve driving shaft into position tending to establish said direct drive, said locking means being released in response to disengagement of said clutching structures to permit said manually operable means to act on said sleeve to shift said clutch device into said direct drive position. 7

4. In a power transmission mechanism, a drive shaft, a driven shaft, means including a shiftable clutch drive having a sleeve surrounding and driven by one of said shafts and adapted to provide a direct drive between said shafts, means including a gear-train for driving said driven shaft from said drive shaft at a speed ratio different, from said direct drive, said speed ratio driving means including driving anddrivenmembers respectively adapted for driving connection with said shafts, said speed ratio driving means further including relatively movable clutching structures adapted when engaged to provide a drive through said gear train, manually operable means acting on said sleeve for selectively shifting said clutch device into positions providing said direct drive and providing a drive to one of said speed ratio members, and means responsive to engagement of said clutch members to releasably lock said manually operable means against operation toshift said clutch device relative to said sleeve driving shaft into position tending to establish said direct drive,saidlockingmeansbeing released in response to disengagement of said clutching structures to permit said manually operable means to shift said clutch device into said direct drive position, and means cooperating withsaid locking means to releasably lock said clutch structures against relative clutching movement while said clutch device is in said direct drive position.

5. In a power transmission mechanism, a drive shaft, a driven shaft, means including a shiftable clutch device having a sleeve surrounding and driven by one of said shafts and adapted to provide a direct drive between said shafts, means including a gear train for driving said driven shaft from said drive shaft at a speed ratio different from said direct drive, said speed ratio driving means including driving and driven mem ers respectively adapted for driving connecti n with said shafts, said speed ratio driving means further including relatively I movable clutching structures adapted when engaged to provide a drive through said gear train, one of said clutching structures being movable in response to centrifugal force acting thereon into clutching engagement with the other of said clutching structures, manually operable means acting on said sleeve for selectively shifting said clutch device relative to said sleeve driving shaft into positions providing said direct drive and providing a drive to one of said speed ratio members, and means responsive to clutching movement of said centrifugal force actuated clutching structure for releasably holding said manually operable means against operation to shift said clutch device into position tending to establish said direct drive.

In a power transmission mechanism, a drive shaft, a driven shaft, means including a shiftable clutch device having a sleeve surrounding and driven by one of said shafts and adapted to provide a direct drive between said shafts, means including a gear train for driving said driven shaft from said drive shaft at a speed ratio different from said direct drive, said speed ratio driving means including driving'and driven members respectively adapted for driving connection with said shafts, said speed ratio driving means further including relatively movable clutching structures adapted when engaged to provide a drive through said gear train, one of said clutching structures being movable in response to centrifugal force acting thereon into clutching en gagement with the other of said clutching structures, manually operable means acting on said sleeve for selectively shifting said clutch device relative to said sleeve driving shaft into positions providing said direct drive and providing a drive to one of said speed ratio members, said sleeve having a shoulder, and latch means engaging said shoulder in response to clutching movement of said centrifugal force actuated clutching structure for releasably holding said manually operable means against operation to shift said sleeve and clutch device into position tending to establish said direct drive.

'7. In a power transmission mechanism, a drive shaft from said drive shaft at a speed ratio different from said direct drive, said speed ratio driving means including driving and driven members respectively adapted for driving connection with said shafts, said speed ratio driving means further including relatively movable clutching structures adapted when engaged to provide a drive'through said gear train, one of said clutching structures being movable in response to centrifugal force acting thereon into clutching en-j gagement with the other of said clutching structures, manually operable means acting on saidsleeve for selectively shifting said clutch device relative to said sleeve driving shaft into positions providing said direct drive and providing a drive to one of said speed ratio members, said sleeve having la-shoulder, and latch means carriedby said centrifugal force actuated clutching structure and engaging said shoulder in response'ato' clutching movement of said centrifugal force actuated clutching structure for releasablyjhold- 1 ing said-manually operable meansagainst operation to-shift said sleeve and clutch device into position tending to establish said direct drive.

' 8. In a power transmission mechanism, a drive shaft, a driven shaft, means including a hollow shiftable clutch sleeve telescopedwith and drivend by one of said shafts and adapted to provide a direct drive between said shafts, means including a gear train for driving said driven shaft from said drive shaft at a speed ratio different from said direct drive, said speed ratio driving- 1. means including driving and driven members respectively adapted for driving connection with said shafts, said speed ratio driving means further including relatively movable clutching structures adapted when engaged to provide a drive through said gear train, one of said clutching structures being movable in response to. centrifugal force acting thereon into clutching engagement withvthe other of said clutching structures, manually operable means for selectively shifting said clutch sleeve into positions providing said direct drive and providing a drive to one of said speed ratio members, said sleeve having a shoulder, and latch means comprising aprojection movable as a unit with said centrifugal force actuated clutching structure and engaging said shoulder in response to clutching movement of said centrifugal force actuated clutching structure for releasably holding said manually operable means against operation to shift said sleeve into position tending to' establish said direct drive. I

9. The power transmission according to claim 1- wherein said clutch device is in continuous driving connection with the last said speed ratio member during shifting of said clutch device between said selective positions thereof.

10. In a drive for a motor vehicle having a power driving shaft and a shaft driven therefrom and adapted to drive the vehicle, said driving and driven shafts being in, axial alignment, overrunning clutch means intermediate said shafts for transmitting a releasable one-way direct drive therebetween, rotatable clutching structures one having a clutching element adapted to clutch with the other in response to substantially synchronized rotation of said clutchtion therebetween, means for driving some of said v --9 ing structures at or above a predetermined to provide a. releasable positive 'drivingconnecz j clutching structures from said driving shaft,

means for driving the other of said structures from said driven shaft, one of saiddrivin'g means including a shiftable clutch-device separate from said clutching structure and at, times driving 1 ly connecting said driving shaft With'oue of said clutching structures, at leastone of said driving means including'a'gear train adapted to drive its associated clutching structure at a'speed';

different from that impartd' 1 1 structures when said drjlvin'g'shajg. du am;

driven shaft through said overrunnin' gl;clutch,

' said overrunning clutch beingrendered inoperative in. response to'clutcliingiof'said structures, and manually controlled means for shifting-said clutch device for' locki 8-Outsaid overrunni clutch to providea, directtwo-way drive: between said driving and driven shafts.- .Z

11. In a drive for a motor vehi M i power driving shaft and a shaft driventherefrom and adapted ,todrive the vehicle,*said driving anddii'ven shafts being in -axial alignment, overi running clutch mean's intermediate, said shafts 'for-Jti-ans nittinfg, a; releasable one-way direct driveftherehetween, rotatable clutching struc- I tures one 'having ac lutching element adapted to clutch: with the other in 'respon'seto substantially synchronized rotationifc'ffsaid clutching strucj tures at'or above'a predetermined speed to providea releasable positive driving connection therebetween, means for driving one of said clutching structures from said driving shaft,

means for' driving the other of said structures from said driven shaft, one of said driving means including a shiftable clutch device at all times drivingly connecting one of said shafts with one of said clutching structures, at'least'one of said driving means including a gear trainadapted to drive its associated clutching structure at a speed different from that imparted to the other of said structures when said driving shaft drives said driven shaft through said overrunning clutch, said overrunning clutch being rendered inoperative in response to clutching of said structures, manually controlled means for shifting said clutch device for locking outsaid overrunning clutch to provide a direct two-way drive between said driving and driven shafts, and means responsive to clutching of said structures for locking said manually controlled clutch device against operation to provide said direct two-way drive.

12. In a power transmission, a drive shaft driven shaft, an overrunning clutch including driving and driven members respectively adapted for driving connection to said shafts for transmitting a one-way direct drive therebetwee'n, indirect means between said shafts" and including a .gear train having driving. and driven elements adapted" for driving connection with said shafts respectively, a centrifugal clutch havingv clutch: ing structures respectively drivingly connected to-one of said gear train elements and tonne of said shafts for controlling the drive through said indirect driving means, clutch teeth carried by said driven overrunning clutch member, a manually shiftable clutch device having teeth adapted for engagement with the teeth of said overrunning clutch driven member, means for continuously driving said clutch device from said.

driving shaft, means for continuously driving said vice, and manually operable means for shifting said clutch device relative to said clutching structures to engage the teeth thereof with the clutch teeth of the overrunning clutch driven member to provide a two-way direct drive between said shafts.

13. In a power transmission for a motor vehicle, power driving means including a driving shaft, means including a shaft driven from said driving means and adapted to drive the vehicle, said driving and driven shafts being co-axially arranged for relative rotation, an internal gear rotatable with said driven shaft, a relatively fixed sun gear, a planetary pinion engaging said internal gear and said sun gear, clutching structures adapted when declutched to be driven by said planetary pinion and by said driving means respectively, said clutching structures being adapted when clutchedto provide a drive from said driving means to said driven means, an overrunning clutch including driving and driven portions thereof respectively drivingly associated with said driving means and said driven means whereby to transmit a one-way drive therebetween, said driven means overrunning said driving means when said driven means is driven from said driving means through said clutching structures, a clutch device driven by said driving shaft and adapted to transmit adrive therefrom to one of said clutching structures, said clutch device having a sleeve projecting therefrom between'said sun gear and said driving shaft, and manually operable means for actuating said sleeve to drivingly connect said clutch device with said overrunning clutch driven portion.

14. In a power transmission, a driving shaft, a driven shaft, overrunning clutch means including driving and driven members thereof adapted for driving connection with said driving and driven shafts respectively for providing a oneway drive therebetween, clutch teeth carried by one of said overrunning clutch members, speed ratio driving means between said shafts and including driving and driven elements respectively adapted for driving connection to said shafts, one of said elements having clutch teeth, a clutch device drivenby one of said shafts and having teeth atall times engaging the clutch teeth-of said element, said clutch device having a splined engagement with the last said shaft, a manually operable sleeve carried by said clutch device, said sleeve surroundingthe last said shaft and extending axially thereof free from driving engagement with the last said shaft, and manually operable means toshift said sleeve axially of said shaft to engage the teeth of said clutch device with the teeth of said overruning clutch member.

15. In a power transmission, a drive shaft, a driven shaft, overrunning clutch means including driving and driven members thereof adapted for driving connection with said driving and driven shafts respectively for providing a one-way drive therebetween, clutch teeth carried by said overrunning clutch driven member, auxiliary speed ratio driving means between said shafts and including driving and driven elements respectively adapted for driving connection to said shafts, said driving element having clutch teeth, a clutch device driven by said driving shaft and having teeth continuously engaging the teeth of said driving element, and means for shifting said clutch device to engage the teeth thereof with the teeth of said overrunning clutch driven member, said speed ratio driving means further including a speed responsive clutch adapted to effect a drive through said auxiliary driving means in response to overrunning of the driven shaft relative to the driving shaft, said speed responsive clutch including clutching structures drivingly connected to said elements respectively.

16. In a power transmission, a driving shaft, a driven shaft, overrunning clutch means including driving and driven members thereof adapted for driving connection with said driving and driven shafts respectively for providing a one-way drive therebetween, clutch teeth carried by one of said overrunning clutch members, speed ratio driving means between said shafts and including driving and driven elements respectively adapted for driving connection to said shafts, said speed ratio driving means including a gear formed with a hollow hub through which one of said shafts extends for rotation relatively thereto, a manually shiftable sleeve extending between said gear hub and the last said shaft, a clutch device carried by said sleeve and adapted for driving connection to the last said shaft, and means responsive to shifting said sleeve for engaging said clutch device with said teeth of said overrunning clutch member for providing a two-way drive between said shafts.

17. In a power driving mechanism having a casing structure formed with a transverse wall portion, said wall portion dividing said casing into compartments for respectively accommodating change speed and overdriving mechanisms, a driving shaft extending from the first said compartment through said wall portion and having an end projecting therebeyond into said overdrive compartment for driving the overdrive mechanism from said change speed mechanism, a driven shaft structure coaxial with said driving shaft and adapted to be driven by said overdrive mechanism, said driven shaft structure having an enlarged hollow portion thereof housing 40 said projecting end of said driving shaft, means for rotatably journalling said driven shaft structure in said casing beyond said drivingshaft projecting end, means for rotatably journalling said projecting driving shaft end in said driven shaft structure, and means in said first compartment for rotatably journalling the other end of said driving shaft, the intermediate portion of said driving shaft passing through said wall portion and being unsupported thereby, and means surrounding said intermediate driving'shaft portion for rotatablysupporting one end of said enlarged hollow portion of said driven shaft structure by said wall portion.

18. In a power driving mechanism having a casing structure formed with a transverse wall portion, said wall portion dividing said easing into compartments for respectively accommodating change speed and overdriving mechanisms, at driving shaft extending from the first said compartment through said wall portion and having an end projecting therebeyond into said overdrive compartment i'or driving the overdrive mechanism from said change speed mechanism, a driven shaft structure coaxial with said driv- '5 ing shaft and adapted to be driven by said overdrive mechanism, said driven shaft structure having an-enlarged hollow portion thereof housing said projecting end of said driving shaft, means for rotatably journalling said driven shaft struc- I ture in said casing beyond said driving shaft projecting end, means for rotatably Journalling said projecting driving shaft end in said driven shaft structure, means in said first compartment for ro tatabiy journalling the other end of said driving 7 greases shaft, the intermediate portion of said driving shaft passing through said wall portion and being unsupported thereby, and means surrounding said intermediate driving shaft portion for rotatably supporting one end of said enlarged hollow portion of said driven shaft structure by said wall portion, said overdrive mechanism including a manually operable clutch sleeve slidably journalled'in said supporting means for said hollow portion of the driven shaft structure, said clutch sleeve surrounding said driving shaft intermediate portion and'extending through said wall portion into the first said compartment.

19, In a power driving mechanism having a casing structure formed with a transverse wall portion, said wall portion dividing said casing into compartments for respectively accommodat- .on said hub structure.

ing change speed and overdriving mechanisms, a driving shaft extending from the first said compartment through said wall portion and having an end projecting therebyond into said overdrive compartment for driving the overdrive mechanism from said change speed mechanism, a driven shaft structure coaxial with said driving shaft and adapted to be driven by said overdrive mechanism, said driven shaft structure havingan enlarged hollow portion thereof housing said projecting end of said driving shaft, means for rotatably journalling said driven shaft structure in said casing beyond said driving shaft' projecting end, meansfor rotatably 'journalling said projecting driving shaft end in said driven shaft structure, means in said first compartment'for rotatably journalling the other end of said driving shaft, the-intermediate portion of said driving shaft passing through said wall portion and being unsupported thereby, said overdrive mechanism including a gear provided with a hollow hub structure through which said driving shaft projects, said hub structure being centered in said wall structureand secured thereto against rotation, and means for rotatably journalling one end of said enlarged hollow portion 20. In a power driving mechanism, axially aligned driving and driven shafts, one of said shafts having an enlarged end portion surrounding an end portion of the other of said shafts, releasable direct driving means operably connecting said shafts, an internal gear carried by said enlarged end portion, a fixed sun gear, a planetary pinion engaging said sun and internal gears, a carrier for said planetary pinion, means for drivingly connecting said surrounded shaft end portion with said planetary pinion carrier to drivingly connectsaid shafts through said enlarged end portion around said releasable direct driving means, and means encircling said surrounded shaft providing a bearing support for said enlarged end portion, said bearing support means being so constructed and arranged as not to load said encircled shaft, said internal gear being disposed intermediate said-releasable direct driving means and said support bearing means in a direction axially of said shafts.

21. In a power driving mechanism, axially aligned driving and drivenshafts, one of said shafts having an enlarged end portion surrounding an end portion of the other of said shafts, releasable direct driving means operably connecting said shafts, an internal gear carried by said enlarged end portion, a fixed sun gear, a planetary pinion engaging said sun and internal gears, a carrier for said planetary pinion, means for drivingly connecting said surrounded shaft end portion with said planetary pinion carrier to drivingly connect said shafts through said enlarged end portion around said releasable direct driving means, a stationary casing structure, and means carried by said casing structure providing a support bearing for said enlarged end portion, said internal gear being disposed intermediate said releasable direct driving means and said support bearing means in a direction axially of said shafts.

22. In a transmission, the combination with a driven shaft, anoverrunning clutch member and a ring gear connected to said driven shaft, of

, an axially stationary driving shaft, a non-rotatable sun gear surrounding said driving shaft, pinion gears interposed between said sun gear and said ring gear, a pinion carrier, a clutch member on said pinion carrier, a second clutch member centrifugally operable for engaging said first mentioned clutch member, a structure mounting said second clutch member and having clutch teeth, two-way clutch teeth connected to said driven shaft and located between said a centrifugally operated clutch member and the tionarlly mounted sun gear surrounding said driving shaft, pinion gears interposed between said sun gear and said ring gear, a pinion carrier, a clutch member on said pinion carrier, a second clutch member centrifugally operable for engaging said first mentioned clutch member, a structure mounting said second clutch member and having clutch teeth, two-way clutch teeth connected to said driven shaft and located between said centrifugally operaixed clutch member and the overrunning clutch, an axially-shiftable member having clutch teeth-for engaging said two-way teeth and for engaging said teeth on said mounting structure, and meansshiftable relatively to the driving shaft and extending through said sun gear for axially shifting said axially-shiftable member.

o'r'ro E. FISHBURN. HERBERT r'. PATTERSON. RICHARD c. ALAND.

CERTIFICATE OF CORRECTION.

Patent No. 2,127,555., August 16, 1958.

OTTO E. FISHBURN, ET AL.

It is hereby certified that, error appears in the printed specification of the above numbered patent requiring correction as follows: Page 9, second column, line 56, claim 12, for the word 'shaft" read shaft, a; line 61, same claim, before "means" insert driving; and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the case in the Patent Office.

Signed and sealed this 15th day of November, A. D. 1958.

Henry Var -Arsda.1e

(S Acting Commissioner of Patents. 

